Flying the CRJ-200...tell me about it please....

wheelsup said:
You're going to operate it like a turboprop. Indicated speeds in the 220-230 range aren't unheard of in the upper 20's and lower 30's with a good tailwind on days 1-3.

Screaming_Emu said:
Uh...we try not to get below 250 in the upper 20s. If you can't do that, get lower.
wheelsup said:
It's fine. You'd hold at 225 right? Look at LRC charts. Those are used for diverts. It's purely a fuel savings thing.

Example because I'm bored, 46,000# @ FL370 IAS of 233 for LRC.
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It also depends on the operator and the phase of flight. Minimum climb speed above 10K at 9E was 250. We could go slower if needed and if memory serves, we had charts for both Vx and Vy.

99driver said:
Not sayin' anything about how you fly it. But the slowest I've ever flown the CRJ 200 is 250/.70. If it's a high temp deviation day, I'll request a slow climb, but never speed less than 250/.70. Maybe this is just the SkyWest way, and I don't know any better. The engineers designed it to do a 290/.70 climb, but company usually assigns an econ-climb speed slower than 290.
The best performance I see is usually about a 270 climb until the .70 transition.
Anybody else have different numbers that work for them?
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9E was 250/.70, 290/.74, and 320/.77 Normal was 290/.74 but I rarely saw it keep anything near 290 in the summer (unless it was empty).
If you are going into the upper 20s or low 30s in the summer, speed it up to 330ish out of 10K and climb until it starts to bleed airspeed. Not nearly as slow and you still have a decent vertical rate.


As far as the -200 itself in general... (bunk22)

You'll learn to love the trailing link gear
You'll learn to hate the flap speeds
Bleeds are all manual - might be confusing at first, but your fingers will learn quickly
In the winter, you can either slow down or descend, but not both at the same time without a little prior planning
The autopilot can't handle a LOC intercept very well above 200 kts and is crappy in a crosswind.
There is no cut and dry, do it the same way every single time method for landing
Temperature control panel sucks... you will learn that manual works better than auto

Overall, it is a nice airplane and does it's job well enough.
 
bunk22 said:
Yep, to both :)
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Out of those 3, I think you chose best. The 200 is a fun bird, but you'll see at about 30K the climb craps out in a hurry. The other fun thing about the 200 is, due to the trailing link main gear and that they are so close together, you hand fly above 80KIAS in windy conditions. That is on takeoff and landing. If you don't, it is prone to strike the downwind wing (an effect of mushy gear and a swept wing which is low to the ground... only about 5 feet agl).
 
bunk22 said:
I hear it has the same motors as the A-10...
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I am on the 700, but not sure on the differences in engines. I am not quite sure where we were taught it-ground school or Bombardier training- but my understanding is the fan is a variation of an A-10 fan, while the compressor section is a variation of an F-18 minus, I believe, 4 compressors.
 
ctab5060X said:
It also depends on the operator and the phase of flight. Minimum climb speed above 10K at 9E was 250. We could go slower if needed and if memory serves, we had charts for both Vx and Vy.



9E was 250/.70, 290/.74, and 320/.77 Normal was 290/.74 but I rarely saw it keep anything near 290 in the summer (unless it was empty).
If you are going into the upper 20s or low 30s in the summer, speed it up to 330ish out of 10K and climb until it starts to bleed airspeed. Not nearly as slow and you still have a decent vertical rate.


As far as the -200 itself in general... (bunk22)

You'll learn to love the trailing link gear
You'll learn to hate the flap speeds
Bleeds are all manual - might be confusing at first, but your fingers will learn quickly
In the winter, you can either slow down or descend, but not both at the same time without a little prior planning
The autopilot can't handle a LOC intercept very well above 200 kts and is crappy in a crosswind.
There is no cut and dry, do it the same way every single time method for landing
Temperature control panel sucks... you will learn that manual works better than auto

Overall, it is a nice airplane and does it's job well enough.
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All so true. I could go on for hours about atc asking to slow and descend in ice. Forget about it! And LOC intercept sucks.
 
It's all good, I flew the C-2A off aircraft carriers, bad weather, at night to the boat, from sea level to 30k and that was the biggest POS (flying wise) I've ever known. It can't be worse....can it?? :)
 
Pull back on yoke, houses get smaller. Push forward on yoke, houses get bigger. Pretty much the same as all other airplanes.
 
Screaming_Emu said:
As a pilot, he's not wrong.

Thing climbs like a pig, especially in the summer.

Other wierdisms.

The flap actuators like to freeze causing you to have to land at flaps zero.

You can't turn on just the cowl anti ice if you need it...you have to turn on the wings, wait, turn on the cowls, then turn off the wings.

For takeoff and landing you cannot run the pressurization and anti ice off the engines at the same time.

Landing gear sometimes doesn't like to come down.

You will have sweaty balls all summer. The upside is you will not have to touch the air conditioning panel all summer. Just put it on cold and know that it isn't going to work.

Due to no leading edge devices, approach speeds are pretty fast and very nose down.

It breaks a lot.

Other than that, I like the plane. :p
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We've supposedly fixed the stupid flap thing, no idea if true. Will find out next winter possibly if they aren't all parked by then.

I think it's a lot more fun to fly than the -900, of course the whole thing is one giant transient caution/status message unless you actually have something mel'ed then is all that plus transient warning messages yelling at you. The -900 is a hell of a lot better machine, but the -200 is sporty, comes down quick, goes up quick below 10k. All of them seem to have that weird pickup in airspeed below 6000ft, but at least the -200 will come out of the sky and the spoilers/reversers actually do something. -900 spoilers and thrust reversers are basically noisemakers.

1900 was better.
 
Thrust reversers rarely kick in until you are already slow, and only make a lot of noise.

Nose heavy (avionics placement) requires you to tell the cranky flight attendant they need to move pax back a few rows, usually every flight one or two people.

ACARS is helpful for many things, including getting jr manned by crew scheduling while in flight.

Some of the older planes have the older pilot seats that will give you a sore back all the way to MCI/STL and back.

Woe be to the tall pilot who bangs their knees and head against some sharper edged knobs.

The FCM says all CRJ-200 landings shall be "firm", so at least you have that excuse.
 
Table Two said:
Woe be to the tall pilot who bangs their knees and head against some sharper edged knobs.
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My head hurts just thinking about all the times I hit something.

And all the master switches that look like they are in the on position when they are actually off...
 
ctab5060X said:
My head hurts just thinking about all the times I hit something.

And all the master switches that look like they are in the on position when they are actually off...
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I actually prefer the switching in the CRJ. Forward is on (think go forward), rearward is off. Since the overhead panel is mounted somewhat horizontally, this makes sense to me.
But ya, hitting stuff is a big problem. I've seen 2 bent switches for the #2 GEN.
 
I have nothing against the switch on/off position. It is the ones that are bent so bad from impacts with someone's head that got me.

Learned quickly to check the EICAS messages to see if the switch was really on or off.
 
pullup said:
Pull back on yoke, houses get smaller. Push forward on yoke, houses get bigger. Pretty much the same as all other airplanes.
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Sorry, I was looking for input from those who fly it or flew it. I get you're attempting to be funny or an a$$ but any real pilot knows not all planes fly the same. Anyway, for the real pilots, continue please :)
 
bunk22 said:
Sorry, I was looking for input from those who fly it or flew it. I get you're attempting to be funny or an a$$ but any real pilot knows not all planes fly the same. Anyway, for the real pilots, continue please :)
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Ouch!! That hurts, aw man you got me!!
 
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